Enhanced vehicle bad fuel sensor with crowdsourcing analytics

ABSTRACT

A fuel analysis system is described configured to assist vehicle drivers/users in preventing damage to their vehicles caused by bad fuel. Bad fuel can leave a driver and passengers stranded on the road in need of emergency road side service, and in many instances, results in permanent damage to the vehicle. The disclosed fuel analysis system describes an enhanced bad fuel sensor system that measures a delta in vehicle operation data to identify and in many instances, pre-emptively alert, a user of a vehicle of bad fuel. The fuel analysis system may use crowdsourcing through aggregation of refueling event profile records from a plurality of vehicles&#39; telematics devices to increase the accuracy with which bad fuel is detected.

This application is a continuation of U.S. patent application Ser. No.15/332,675, filed Oct. 24, 2016, the contents of which is incorporatedby reference in its entirety.

TECHNICAL FIELD

Aspects of the disclosure generally relate to an improved sensor systemin a vehicle relating to the measurement of fuel and fuel performance.In particular, various aspects of the disclosure involve a systemintegrated with an enhanced sensor system to improve the accuracy and/ortimelines of bad fuel alerts.

BACKGROUND

A vehicle operates by consuming fuel, such as gasoline, diesel, orelectricity in the case of electric/hybrid vehicles. Bad fuel can leavea driver and passengers stranded on the road in need of emergency roadside service, and in many instances, results in permanent damage to thevehicle.

Meanwhile, vehicle telematics devices are known. Telematics includes theuse of technology to communicate information from one location toanother. Telematics has been used for various applications, includingfor the exchange of information with electronic sensors. As telematicstechnology has progressed, various communication methodologies have beenincorporated into automobiles and other types of vehicles. Telematicssystems such as on-board diagnostics (OBD) systems may be used inautomobiles and other vehicles. OBD systems provide information from thevehicle's on-board computers and sensors, allowing users to monitor awide variety of information relating to the vehicle systems, such asengine RPM, emissions control, coolant temperature, vehicle speed,timing advance, throttle position, and oxygen sensing, and many othertypes of data. Telematics devices installed within vehicles may beconfigured to access the vehicle computers and sensor data, and transmitthe data to a display within the vehicle, a personal computer or mobiledevice, or to a centralized data processing system. Data obtained fromOBD systems may be used for a variety of purposes.

While the risks and dangers of bad fuel have been known for a long time,there remains much room for improvement in the ability to detect badfuel and to take actions to prevent the effects of the bad fuel frombecoming epidemic.

SUMMARY

The following presents a simplified summary in order to provide a basicunderstanding of some aspects of the disclosure. The summary is not anextensive overview of the disclosure. It is neither intended to identifykey or critical elements of the disclosure nor to delineate the scope ofthe disclosure. The following summary merely presents some concepts ofthe disclosure in a simplified form as a prelude to the descriptionbelow.

In one example, disclosed herein is an enhanced sensor system to detectbad fuel in a user vehicle. The system may comprise a user vehicleequipped with sensors configured to repeatedly measure a plurality ofvehicle operation data indicative of bad fuel, a telematics devicecoupled to the user vehicle, and/or a server machine in wireless, remotecommunication with the telematics device. The sensors of the uservehicle may include, but are not limited to, an odometer, a clock, afuel level gauge, and/or other circuitry. The user vehicle's sensors mayrepeatedly measure at least at a pre-refueling time that is before arefueling event and at a post-refueling time that is after the refuelingevent. Meanwhile, the telematics device may comprise one or more of: anelectronic interface to the sensors of the user vehicle, a wirelesscommunication circuitry, a user interface configured to communicate analert to a user of the user vehicle, a processor configured to calculatea probability of having received bad fuel at the refueling event, and/ora computer memory.

In some examples, the processor of the telematics device may beprogrammed to perform steps comprising: detecting a refueling event uponreceiving a substantial increase in a measurement of a fuel level gaugesensor of the user vehicle; receiving, through the electronic interfaceof the telematics device, the vehicle operation data measured by thesensors of the user vehicle at a pre-refueling time that is before therefueling event and at a post-refueling time that is after the refuelingevent; after detecting the refueling event, storing, in the computermemory of the telematics device, a refueling event profile record;comparing the vehicle operation data of the refueling event profile withvehicle operation data measured at the post-refueling time; determiningthat the two sets of vehicle operation data are different such that theprobability of having received bad fuel at the refueling event isgreater than zero; calculating a first confidence score for theprobability of bad fuel based on a delta in the distance measurementsand a delta in the time measurements during the comparing step; sending,through the wireless communication circuitry, the first confidence scoreto the server machine; and/or upon receipt of an updated firstconfidence score at the telematics device, causing the user interface ofthe telematics device to communicate an alert to the user of the uservehicle.

[04] The refueling event profile record may comprise field including,but not limited to: a last set of the vehicle operation data measured bythe sensors before the refueling event; a measurement of the fuel levelgauge upon completion of the refueling event; a distance measurement, byan odometer sensor of the user vehicle, at the refueling event; a timemeasurement, by a clock of the user vehicle, at the refueling event; anda location measurement, by a global positioning satellite (GPS) unit, atthe time of the refueling event.

In addition, the server machine may comprise one or more of: a vehicleoperation database configured to store the plurality of vehicleoperation data measured by the sensors, and a fuel analysis module,which is communicatively coupled to the vehicle operation database,configured to improve an accuracy of the probability of bad fuel. Thefuel analysis module may be configured to perform one or more of thefollowing steps: receive the first confidence score; update the firstconfidence score into a second confidence score based on thoseconfidence scores provided by other vehicles associated with refuelingevent profile records that store a similar location measurement andsimilar time measurement as the refueling event profile record of theuser vehicle; and/or send the second confidence score to the telematicsdevice.

Aspects of the disclosure relate to methods, computer-readable media,and apparatuses for performing the method steps disclosed herein. Otherfeatures and advantages of the disclosure will be apparent from theadditional description provided herein.

BRIEF DESCRIPTION OF THE DRAWINGS

A more complete understanding of the present invention and theadvantages thereof may be acquired by referring to the followingdescription in consideration of the accompanying drawings, in which likereference numbers indicate like features, and wherein:

FIG. 1 illustrates a network environment and computing systems that maybe used to implement aspects of the disclosure.

FIG. 2A and FIG. 2B are diagrams of fuel analysis systems, according toone or more aspects of the disclosure.

FIG. 3A, FIG. 3B, FIG. 3C, AND FIG. 3D are flow diagrams showingillustrative methods of enhancing the detection of bad fuel inaccordance with one or more aspects of the disclosure.

FIG. 4 is a graphical illustration of the confidence level of a bad fuelprediction plotted against the miles driven by a vehicle afterrefueling, in accordance with one or more aspects of the disclosure.

FIG. 5 illustrates a data structure optimized for storing andcalculating the probability of bad fuel having been provided by aparticular fuel provider, in accordance with one or more aspects of thedisclosure.

DETAILED DESCRIPTION

In the following description of the various embodiments, reference ismade to the accompanying drawings, which form a part hereof, and inwhich is shown by way of illustration, various embodiments of thedisclosure that may be practiced. It is to be understood that otherembodiments may be utilized.

Aspects of the disclosure illustrate a technological enhanced sensorsystem that enables the alerting and prediction of bad vehicle fuel. Thetechnological improvements described herein permit more accuratedetection of bad fuel by improving the accuracy of inputs received fromnumerous traditional sensors by implementing crowdsourcing functionalityand through the synergy achieved by coupling the readings from multiplesensors and components, as described herein. Moreover, rather thansimply considering absolute readings, in some examples, the enhancesensor system compares the change in sensor readings from before andafter an event (e.g., a refueling event) to more accurately identifyanomalies caused by the event. While technologies such as the Internet,wireless network communications, vehicle sensors, smartphone sensors,vehicle telematics, and vehicle on-board diagnostics (OBD), existedprior to Applicants' system embodied in the disclosure and claims, nosingle, technological system existed to enable a real-time pre-emptivealerting, maintenance, and/or prediction of bad fuel in a vehicle. Thenovel and non-obvious system disclosed herein is more than ageneral-purpose computer performing mundane, fundamental computeroperations. Rather, the disclosed system, when viewed as a whole withthe totality of its parts/components, provides advancement in atechnical field because it, inter alia, results in a more accuratedetection of bad fuel in a vehicle. While previous sensors may haveexisted for measuring the composition of fuel, such sensors failed toprovide the higher level of accuracy provided by the novel andnon-obvious fuel detection system described herein.

In some aspects of the disclosure, an enhanced bad fuel sensor (orsensor system) is described in which synergy is achieved through thecollection and coordination of measurements from differentcomponents/apparatuses. In the illustrative system in FIG. 2A, themeasurements from a GPS 224 component, odometer 222, and/or timer/clockcomponent 226 may be coupled with those of vehicle operationmeasurements to more accurately detect and generate alerts for bad fuelof a vehicle. Moreover, the system in FIG. 2A is coupled to a network(e.g., the Internet or a wireless network) to aggregate coupledmeasurements to increase the statistical accuracy of prediction anddetection of bad fuel of a vehicle. While the system described hereinrelies upon processors 103, memory 115, and the receipt and transmissionof data over one or more networks 131, the totality of the systemdescribed herein previously never existed to aggregate and improve theaccuracy of detection and prediction of bad fuel of a vehicle.

FIG. 1 illustrates a block diagram of a computing device (or system) 101in communication system 100 that may be used according to one or moreillustrative embodiments of the disclosure. The device 101 may have aprocessor 103 for controlling overall operation of the device 101 andits associated components, including RAM 105, ROM 107, input/outputmodule 109, and memory 115. The computing device 101, along with one ormore additional devices (e.g., terminals 141, 151) may correspond to anyof multiple systems or devices, such as a fuel analysis server orsystem, configured as described herein for receiving and analyzingvehicle operation data and calculating bad fuel scores based on fuelanalysis.

Input/Output (I/O) 109 may include a microphone, keypad, touch screen,and/or stylus through which a user of the computing device 101 mayprovide input, and may also include one or more of a speaker forproviding audio output and a video display device for providing textual,audiovisual and/or graphical output. Software may be stored withinmemory 115 and/or storage to provide instructions to processor 103 forenabling device 101 to perform various functions. For example, memory115 may store software used by the device 101, such as an operatingsystem 117, application programs 119, and an associated internaldatabase 121. Processor 103 and its associated components may allow thefuel analysis system 101 to execute a series of computer-readableinstructions to receive a vehicle operation data from a first vehicle,retrieve additional vehicle operation data for other vehiclescorresponding to first vehicle operation data, and perform fuel analysisof the first vehicle.

In some embodiments, the fuel analysis system 101 may operate in anetworked environment 100 supporting connections to one or more remotecomputers, such as terminals 141 and 151. The terminals 141 and 151 maybe personal computers, servers (e.g., web servers, database servers), ormobile communication devices (e.g., vehicle telematics devices, on-boardvehicle computers, mobile phones, portable computing devices, and thelike), and may include some or all of the elements described above withrespect to the fuel analysis system 101. The network connectionsdepicted in FIG. 1 include a local area network (LAN) 125 and a widearea network (WAN) 129, and a wireless telecommunications network 133,but may also include other networks. When used in a LAN networkingenvironment, the fuel analysis system 101 may be connected to the LAN125 through a network interface or adapter 123. When used in a WANnetworking environment, the system 101 may include a modem 127 or othermeans for establishing communications over the WAN 129, such as network131 (e.g., the Internet). When used in a wireless telecommunicationsnetwork 133, the system 101 may include one or more transceivers,digital signal processors, and additional circuitry and software forcommunicating with wireless computing devices 141 (e.g., mobile phones,vehicle telematics devices) via one or more network devices 135 (e.g.,base transceiver stations) in the wireless network 133.

It will be appreciated that the network connections shown areillustrative and other means of establishing a communications linkbetween the computers may be used. The existence of any of variousnetwork protocols such as TCP/IP, Ethernet, FTP, HTTP and the like, andof various wireless communication technologies such as GSM, CDMA, WiFi,and WiMAX, is presumed, and the various computing devices and fuelanalysis system components described herein may be configured tocommunicate using any of these network protocols or technologies.

Additionally, one or more application programs 119 used by the fuelanalysis server/system 101 may include computer executable instructions(e.g., fuel analysis programs and bad fuel score algorithms) forreceiving vehicle operation data, retrieving additional operation datafor other vehicles, analyzing and comparing the vehicle operation datawith respect to specific vehicle operation behaviors, performing a fuelanalysis or computation for one or more vehicles or drivers, andperforming other related functions as described herein.

FIG. 2A and FIG. 2B (collectively “FIG. 2”) are diagrams of anillustrative fuel analysis system 200. Each component shown in FIG. 2may be implemented in hardware, software, or a combination of the two.Additionally, each component of the fuel analysis system 200 may includea computing device (or system) having some or all of the structuralcomponents described above for computing device 101.

The fuel analysis system 200 shown in FIG. 2 includes a vehicle 210,such as an automobile, motorcycle, or other vehicle for which a fuelanalysis may be performed and for which bad fuel may be detected,predicted, and/or an alert generated. The vehicle 210 may include one ormore on-board data recording systems, for example, on-board diagnostic(ODB) systems, telematics devices 216, and/or vehicle computer systems,which may include or may be configured to communicate with vehiclesensors 212, proximity sensors and cameras 214, and other on-board datadetection devices.

In some examples, the fuel analysis system 200 may analyze vehicleoperation data and calculate bad fuel scores. As used herein, a bad fuelscore may refer to a measurement of a probability that the fuelcurrently in the vehicle's 210 is tainted in some way with impurities.The bad fuel score may be a numeric value, a preset range of values(e.g., high, medium, low), color-based indicators (e.g., red, orange,green), or any other indication that conveys information to a user.Unlike bad fuel detection sensors that may (or may not) already exist,the technological improvements described herein permit more accuratedetection of bad fuel. For example, the fuel analysis system 200operates by receiving inputs from numerous traditional sensors, andenhancing their accuracy by implementing crowdsourcing functionalityand/or through the synergy achieved by coupling the readings frommultiple sensors and components, as described herein, and analyzing pre-and post-refueling readings.

With reference to FIG. 2, vehicle operation sensors 212 refer to a setof sensors and data detection devices capable of detecting and recordingvarious conditions at the vehicle and operational parameters of thevehicle. For example, sensors 212 may detect and store datacorresponding to the vehicle's speed, distances driven, rates ofacceleration or braking, and specific instances of sudden acceleration,braking, and swerving. Sensors 212 also may detect and store datareceived from the vehicle's 210 internal systems, such as impact to thebody of the vehicle, air bag deployment, headlights usage, brake lightoperation, door opening and closing, door locking and unlocking, cruisecontrol usage, hazard lights usage, windshield wiper usage, horn usage,turn signal usage, seat belt usage, phone and radio usage within thevehicle, maintenance performed on the vehicle, and other data collectedby the vehicle's computer systems. Additional sensors 212 may detect andstore the external driving conditions, for example, externaltemperature, rain, snow, light levels, and sun position for drivervisibility. Sensors 212 also may detect and store data relating tomoving violations and the observance of traffic signals and signs by thevehicle 210. Additional sensors 212 may detect and store data relatingto the maintenance of the vehicle 210, such as the engine status, oillevel, engine coolant temperature, odometer reading, the level of fuelin the fuel tank, engine revolutions per minute (RPMs), and/or tirepressure. The vehicle 210 also may include one or more cameras andproximity sensors 214 capable of recording additional conditions insideor outside of the vehicle 210. Internal cameras 214 may detectconditions such as the number of the passengers in the vehicle 210, andpotential sources of driver distraction within the vehicle (e.g., pets,phone usage, unsecured objects in the vehicle). External cameras andproximity sensors 214 may detect other nearby vehicles, traffic levels,road conditions, traffic obstructions, animals, cyclists, pedestrians,and other conditions that may factor into a fuel analysis.

The operational sensors 212 and the cameras and proximity sensors 214may store data within the vehicle 210, and/or may transmit the data toone or more external computer systems (e.g., a vehicle operationcomputer system 225 and/or a fuel analysis server 220). As shown in FIG.2, the operation sensors 212, and the cameras and proximity sensors 214,may be configured to transmit data to a vehicle operation computersystem 225 via a telematics device 216. In other examples, one or moreof the operation sensors 212 and/or the cameras and proximity sensors214 may be configured to transmit data directly without using atelematics device 216. For example, telematics device 216 may beconfigured to receive and transmit data from operational sensors 212,while one or more cameras and proximity sensors 214 may be configured todirectly transmit data to a vehicle operation computer system 225 or afuel analysis server 220 without using the telematics device 216. Thus,telematics device 216 may be optional in certain embodiments where oneor more sensors or cameras 212 and 214 within the vehicle 210 may beconfigured to independently capture, store, and transmit vehicleoperation and fuel data.

Telematics device 216 may be a computing device containing many or allof the hardware/software components as the computing device 101 depictedin FIG. 1. As discussed above, the telematics device 216 may receivevehicle operation and vehicle operation data from vehicle sensors 212,and proximity sensors and cameras 214, and may transmit the data to oneor more external computer systems (e.g., a vehicle operation computersystem 225 and/or a fuel analysis server 220) over a wirelesstransmission network. Telematics device 216 also may be configured todetect or determine additional types of data relating to real-timedriving and the condition of the vehicle 210. In certain embodiments,the telematics device 216 may contain or may be integral with one ormore of the vehicle sensors 212 and proximity sensors and cameras 214discussed above, and/or with one or more additional sensors discussedbelow.

Additionally, in some examples, the telematics device 216 may beconfigured to collect data regarding the number of passengers and thetypes of passengers (e.g. adults, children, teenagers, pets, etc.) inthe vehicle 210. The telematics device 216 also may be configured tocollect data a driver's movements or the condition of a driver. Forexample, the telematics device 216 may include or communicate withsensors that monitor a driver's movements, such as the driver's eyeposition and/or head position, etc. Additionally, the telematics device216 may collect data regarding the physical or mental state of thedriver, such as fatigue or intoxication. The condition of the driver maybe determined through the movements of the driver or through sensors,for example, sensors that detect the content of alcohol in the air orblood alcohol content of the driver, such as a breathalyzer.

The telematics device 216 also may collect information regarding thedriver's route choice, whether the driver follows a given route, and toclassify the type of trip (e.g. commute, errand, new route, etc.). Incertain embodiments, the telematics device 216 may be configured tocommunicate with the sensors and/or cameras 212 and 214 to determinewhen and how often the vehicle 210 stays in a single lane or strays intoother lanes. To determine the vehicle's route, lane position, and otherdata, the telematics device 216 may include or may receive data from amobile telephone, a Global Positioning System (GPS) unit 224, locationalsensors positioned inside a vehicle, or locational sensors or devicesremote from the vehicle 210.

The telematics device 216 also may store the type of the vehicle 210,for example, the make, model, trim (or sub-model), year, and/or enginespecifications. The vehicle type may be programmed into the telematicsdevice 216 by a user or customer, determined by accessing a remotecomputer system, such as an insurance company or financial institutionserver, or may be determined from the vehicle itself (e.g., by accessingthe vehicle's 210 computer systems).

Vehicle operation computer system 225 may be a computing device separatefrom the vehicle 210, containing some or all of the hardware/softwarecomponents as the computing device 101 depicted in FIG. 1. The vehicleoperation computer system 225 may be configured to receive and store thevehicle operation data discussed above from vehicle 210, and similarvehicle operation data from one or more other vehicles 210 a-n. In theexample shown in FIG. 2, the vehicle operation computer system 225includes a vehicle operation database 227 that may be configured tostore the vehicle operation data collected from the vehicle sensors 212,proximity sensors and cameras 214, and telematics devices 216 of aplurality of vehicles. The vehicle operation database 227 may storeoperational sensor data, proximity sensor data, camera data (e.g.,image, audio, and/or video), location data and/or time data for multiplevehicles 210.

Data stored in the vehicle operation database 227 may be organized inany of several different manners. For example, a table in the vehicleoperation database 227 may contain all of the vehicle operation data fora specific vehicle 210, similar to a vehicle event log. Other tables inthe vehicle operation database 227 may store certain types of data formultiple vehicles. Vehicle operation data may also be organized by time,so that the driving behaviors of multiples vehicles 210 may be stored orgrouped by time (e.g., morning, afternoon, late night, rush hour,weekends, etc.) as well as location. Furthermore, other tables in thevehicle operation database 227 may be organized by refueling stationlocation such that vehicles that have refueled at that location areincluded in an array (or linked list structure) by chronological orderof their refueling event, as illustrated in FIG. 5 and described herein.

The system 200 also includes a fuel analysis server 220, containing someor all of the hardware/software components as the computing device 101depicted in FIG. 1. The fuel analysis server 220 may include hardware,software, and network components to receive vehicle operation data fromthe vehicle operation computer system 225 and/or directly from aplurality of vehicles 210. The fuel analysis server 220 and the vehicleoperation computer system 225 may be implemented as a singleserver/system, or may be separate servers/systems. In some examples, thefuel analysis server 220 may be a central server configured to receivevehicle operation data from a plurality of remotely located vehicleoperation computer systems 225.

As shown in FIG. 2, fuel analysis server 220 may include a fuel analysismodule 221 among other modules. The modules 221 may be implemented inhardware and/or software configured to perform a set of specificfunctions within the fuel analysis server 220. For example, the fuelanalysis module 221 may include one or more fuel analysis scorecalculation algorithms, which may be executed by one or more softwareapplications running on generic or specialized hardware within the fuelanalysis server 220. The fuel analysis module 221 may use the vehicleoperation data received from the vehicle operation computer system 225and/or other systems to perform bad fuel analyses for specific vehicles210. The module 221 may calculate or adjust a bad fuel confidence scorefor a vehicle 210 based on one or more factors. Further descriptions andexamples of the algorithms, functions, and analyses that may be executedby the fuel analysis module 221 are described below in reference to FIG.3A, FIG. 3B, FIG. 3C, and FIG. 3D.

To perform bad fuel analyses and calculations, the fuel analysis server220 may initiate communication with and/or retrieve data from one ormore vehicles 210, vehicle operation computer systems 225, andadditional computer systems 231-233 storing data that may be relevant tothe analysis and calculations. For example, one or more traffic datastorage systems 231, such as traffic databases, may store datacorresponding to the amount of traffic and certain trafficcharacteristics (e.g., amount of traffic, average driving speed, trafficspeed distribution, and numbers and types of accidents, etc.) at variousspecific locations and times. One or more weather data storage systems232, such as weather databases, may store weather data (e.g., rain,snow, sleet, hail, temperature, wind, road conditions, visibility, etc.)at different locations and different times. One or more additionaldriving databases/systems 233 may store additional driving data from oneor more different data sources or providers which may be relevant to thebad fuel analyses and/or confidence score calculations performed by thefuel analysis server 220. Additional databases/systems 233 may storedata regarding events such as road hazards and traffic accidents, downedtrees, power outages, road construction zones, school zones, and naturaldisasters that may affect the analyses and/or score calculationsperformed by the fuel analysis server 220.

The various sensors and measurement devices described herein (e.g.,vehicle operations sensors 212, proximity sensors 214, and others) maybe coupled such that the readings from these devices are linked in adata structure in computer memory. In other words, the accuracy of a badfuel sensor is enhanced through the collection and coordination ofmeasurements from the different components/apparatuses illustrated inFIG. 2A. In one example (i.e., “setup” example), a myriad ofmeasurements may be recorded in non-volatile memory when a fuel levelgauge sensor detects a change in the fuel level. In another example(i.e., “crowdsourcing” example), the enhanced bad fuel sensor system mayquery a fuel analysis server 220 to enhance the accuracy of adetermination that a bad fuel sensor measurement is not a falsepositive. In yet another example (i.e., “garage” example), the enhancedbad fuel sensor system may consider the change (e.g., delta) inparticular sensor measurements before and after a potential refuelingevent to adjust the enhanced bad fuel sensor system's confidence thatbad fuel was added to the vehicle 210. Finally, in another example(i.e., “warning” example), a fuel analysis server 220 may generate anotification (e.g., an alert) to pre-emptively alert vehicles 210 a-nthat they may have been refueled with bad fuel, and others, such as fuelproviders, insurance policy providers, roadside assistance serviceproviders, and others.

As illustrated in FIG. 3A, in one version of the “setup” example, whenthe sensor 212 for measuring fuel level gauge reads a substantialincrease in the fuel level in the vehicle 210, a telematics device 216may cause the system 200 to record particular measurements. Asubstantial increase is a pre-programmed change in the fuel level of avehicle that exceeds a minimum threshold value (e.g., more than aquarter tank full, more than 4 gallons of fuel, more than a one-halfcharge, or other thresholds) such that false refueling readings areavoided (e.g., from a vehicle driving up/down a hill, hitting a pothole,etc.). In an example where vehicle 210 is an electric vehicle (or ahybrid-electric vehicle), the vehicle may comprise an engine at leastpartially powered by an electric battery. In such examples, the fuellevel gauge might not be a measure of a fuel tank level; rather, thefuel level gauge may be a measure of the remaining electric charge ofthe vehicle battery. In such situations, a substantial increase in thefuel level may amount to more than a ten percent (or other predeterminedpercentage or amount) increase in the battery's charge.

Referring to FIG. 3A, in step 302 the telematics device 216 may detect asubstantial increase in the measured fuel level gauge since the lasttime the value was measured. As a result, the telematics device 216 mayrecord in step 304 the current values of a plurality of sensors 212, 214into non-volatile (e.g., persistent) computer memory, for example, as arefueling event profile record. The values recorded may include the new,updated fuel level gauge once the increase in the gauge level subsides.Moreover, a delta in the fuel level gauge since the last occurrence of asubstantial increase (e.g., refueling event), may also be recorded inthe record. In addition, the values measured and recorded may include aGPS sensor 224 reading at the time of the refueling event, an odometer222 reading at the time of the refueling event, and/or a clock/timer 226reading with the time/date at the time of the refueling event. One ormore of the aforementioned values recorded in step 304 may be optionalin some examples. For example, in vehicles where a GPS sensor 224 isabsent, the telematics device 216 may attempt to engage innear-field-communication (NFC) with one or more wireless (e.g.,BLUETOOTH™, WiFi, RFID) devices at the fuel provider's location; ifsuccessful, in one example, the vehicle's refueling database records maythen be successfully linked to the unique identifier assigned to thefuel provider at that particular location. A person skilled in the artafter review of the entirety disclosed herein will appreciate that GPSsensor 224 need not be limited to just GPS technology. Rather, GPSsensor 224 is contemplated to encompass any location detectiondevice/component/system (e.g., triangulation, NFC, etc.) that is able todetermine the location of the vehicle at the time of refueling.

In the “setup” example of FIG. 3A, the database records may be storedlocal to the vehicle 210. The storage may take place in persistentmemory cells in the telematics device 216. In another example, thememory storage may be integrated in the vehicle 210. In either example,a telematics device 216 comprises wireless communication hardware toprovide for communication with a remote computer system (e.g., vehicleoperation computer system 225, fuel analysis server 220, etc.). Inanother example, the memory storage may extend from the local vehicle210 to a remote server (e.g., system 225, or others).

The values recorded in step 304 may be linked with a unique identifierassociated with the event (e.g., refueling event) corresponding to thefuel level gauge increasing. Linking may be accomplished, in oneexample, by including an identifier in each database record storing therecorded values. In another example, the database records may be storedin a linear (e.g., flat) format such that the processing time associatedwith a hierarchy database structure is ameliorated. In either example,the data values recorded in step 304 may represent a refueling eventprofile of the vehicle. The refueling event profile comprisesinformation to assist in identifying the circumstances around which avehicle 210 was refueled, such as the location where it was refueled,the date/time when it was refueled, the total number of miles thevehicle had been driven when it was refueled, and/or the amount of fuelthat was added to the vehicle. The refueling event profile may be storedin computer memory and linked with other records as explained above.

Referring to FIG. 3A, in step 306 the telematics device 216 may collectvehicle operation data, such as those discussed above, about vehicle210, including but not limited to data measured from the vehicle sensors212, proximity sensors and cameras 214, telematics devices 216, and/orother external sensor systems. For example, the collected data mayinclude operational sensor data, proximity sensor data, camera data(e.g., image, audio, and/or video), location data and/or time data for avehicle 210. The vehicle operation data may be stored in a vehicleoperation database 227 and organized in any of several differentmanners. As explained above, in one example, a table in the vehicleoperation database 227 may contain all of the vehicle operation data fora specific vehicle 210, similar to a vehicle event log. Other tables inthe vehicle operation database 227 may store certain types of data formultiple vehicles. For instance, some tables may store refueling eventdata for a particular fuel provider location such that the database 227can efficiently link to appropriate vehicle operation data. Vehicleoperation data may also be organized by time, so that the vehicleoperation characteristics of multiples vehicles 210 a-n may be stored orgrouped by time (e.g., morning, afternoon, late night, rush hour,weekends, predetermined range of specific time, etc.) as well as wherethey experienced a refueling event.

For example, after experiencing a refueling event, a telematics device216 may request a vehicle 210 to provide vehicle operation data.Alternatively, the telematics device 216 may have previously registeredwith the vehicle 210 to receive vehicle operation data, e.g., throughthe vehicle's on-board diagnostics (OBDII) port or other interface. Inyet another example, the telematics device may obtain vehicle operationdata from sources other than (or in addition to) the vehicle 210, suchas from sensors (e.g., accelerometer, gyroscope, altimeter, barometer,thermometer, etc.) installed inside the telematics device 216 itself orexternal to the vehicle 210 (e.g., traffic cameras, wireless devices,weather databases 232, etc.).

In conjunction with the vehicle operation data, the telematics device216 also obtains and records the amount of time that has elapsed betweenthe current time and the time of the refueling event. For example, thetelematics device may determine this value by calculating the differencein the timestamp value recorded in the refueling event profile with thecurrent value indicated on the vehicle's 210 clock 226. Similarly, thetelematics device also obtains and records the number of miles (orkilometers or other units of distance) that the vehicle 210 has beendriven since the refueling event. For example, the telematics device 216may determine this value by calculating the difference in the odometervalue recorded in the refueling event profile with the current value ofthe vehicle's 210 odometer 222. Finally, in those vehicles (optionally)equipped with a bad fuel sensor, the output of the bad fuel sensor mayalso be included in the vehicle operation data being requested and/orrecorded at this time. All of the aforementioned values may be referredto as vehicle operation data with respect to fuel analysis system 200.

This vehicle operation data may be collected, processed, and/or recordedin computer memory by the telematics device 216. The recording may occurat regular intervals of time, or alternatively at irregular (e.g., upona triggering event, at random times, on-demand) intervals of time. Forexample, the telematics device 216 may record the first set of vehicleoperation data at a predetermined amount of time (e.g., 3 minutes, 5minutes, or other amount of time) or predetermined quantity of distance(e.g., 1 mile, 3 miles, or other quantity of distance) after occurrenceof a refueling event. Assuming no bad fuel is positively detected, thetelematics device 216 may automatically continue to track the vehicleoperation data at regular, recurring intervals of time/distance (e.g.,at each 5 minute interval, or each 3-mile interval) or at irregularintervals (e.g., at t=5 minutes, t=15 minutes, t=30 minutes, t=50minutes, and so on until the next refueling event and/or the end of trip(EOT)).

To summarize, some input factors collected by the fuel analysis system200 at one or more times after the occurrence of a refueling eventinclude, but are not limited to, (1) the value read from a (optional)bad fuel sensor of the vehicle 210; (2) a delta in the values of thosevehicle operation data variables that are indicative of bad fuel; (3)the delta in vehicle odometer 222 readings; and/or (4) the delta inclock 226 readings. The fuel analysis system 200 operates by monitoringone or more of at least the aforementioned four input factors to moreaccurately detect bad fuel in vehicles 210 a-n. Moreover, in contrast totraditional sensor systems, in some examples the fuel analysis system200 enhances the accuracy of the aforementioned input factors with anadditional input factor: information from crowdsourcing functionality.Several additional, illustrative examples are described in turn below.

By way of overview, in one example (i.e., “garage” example), theenhanced bad fuel sensor system may consider the change (e.g., delta) inparticular sensor measurements before and after a potential refuelingevent to adjust the enhanced bad fuel sensor system's confidence thatbad fuel was added to the vehicle 210. The disclosure contemplates otherexamples of uses of the fuel analysis system 200 disclosed herein andshould not be construed to be limited to just the examples expresslydescribed herein.

In the “garage” example, an enhanced bad fuel sensor system 200 adjuststhe confidence score corresponding to the probability that bad fuel wasadded to the vehicle 210 at its last refueling. The confidence score maybe stored in computer memory local to the telematics device 216.Meanwhile, if the system 200 includes crowdsourcing functionality, thenthe confidence score will also be stored at a remote server system(e.g., system 225, server 220, etc.). For purposes of illustration,assume that in the “garage” example the vehicle 210 is refueled at adate and time (t=0) at GPS coordinates of X0 longitude, Y0 latitude asmeasured by the vehicle's location detection component (e.g., GPS 224)at the time of refueling. The telematics device 216 detects an increasein the fuel level from a ¼-full tank to a ¾-tank gauge level andtriggers the creation of a new refueling event profile record in localcomputer memory 115. The refueling event profile (e.g., a databaserecord) may store/record information identifying the circumstancesaround which the vehicle 210 was refueled, such as (1) the locationwhere it was refueled, (2) the date/time when it was refueled, (3) thetotal number of miles the vehicle had been driven when it was refueled,and/or (4) the approx. quantity of fuel that was added to the vehicle.These values are recorded in computer memory by the telematics device216.

FIG. 3C is a flow diagram illustrating the “garage” example in whichfuel analysis is performed based on vehicle operation data. Assume forthe purposes of illustration, in the “garage” example the vehicle 210 isparked in a garage almost immediately after refueling. And as such, theend of trip (EOT) may occur within thirty seconds (i.e., t=30 seconds)after refueling. In such an example, the telematics device 216 might nothave had an opportunity to collect statistically useful vehicleoperation data after the refueling event in order to compare it to thepre-refueling vehicle operation data recorded in memory. Meanwhile,assume for purposes of this illustration that the vehicle 210 is notdriven again for two days. As such, assume at time t=2,880 minutes(i.e., approx. two days later), the vehicle 210 is started and taken ona trip that last sixty minutes, and the vehicle is driven fifty totalmiles during that trip. At time t=2,885 minutes (i.e., about fiveminutes into the start of the trip), the telematics device 216 mayretrieve the current vehicle operation data of the vehicle 210 andcompare it, in step 320, to the last vehicle operation data recordedpre-refueling (i.e., at a time t<0).

In step 320, the processor 103 of the telematics device 216 may comparethe pre-refueling recorded values (e.g., the ones from time t<0) to thenewly acquired readings obtained post-refueling (e.g., the ones fromt=2,885 minutes). In some examples, the aforementioned comparison mayinclude using the output from a bad fuel sensor, which detects bad fuel,to predict the presence of bad fuel in a vehicle 210. Meanwhile, in someexamples, one or more types of vehicle operation data may be used topredict the presence of bad fuel in a vehicle 210. For example, vehicleoperation data such as, engine revolutions per minute (RPM), rate offuel consumption, oxygen sensor readings, irregularstarts/stops/stalling/knocking of engine cylinders, engine status,engine timing, engine temperature, vehicle exhaust/emission controls,oil level, and/or other types of vehicle operation data may be used todetect the presence of bad fuel in a vehicle 210. In yet anotherexample, assuming the vehicle is an electric/hybrid vehicle, the vehicleoperation data may include, but is not limited to, the voltage and/oramperage being received when the vehicle's battery is connected at arecharging station. Such vehicle operation data may assist in detectinga bad connection/connector when the battery is at the refuel station. Inaddition, the vehicle operation data may assist in detecting if thevehicle's battery is being charged too quickly or too slow such that itmay be damaged. Some batteries may be incapable of handling afast/super-fast charge that may be provided by some refuel/re-chargestations.

In particular, the telematics device 216 may receive readings for theaforementioned types of vehicle operation data. If the comparison (step320) shows that the values remain the same, or even sufficientlysimilar, then the telematics device 216 may (in step 321) simply recordthe values in computer memory and generate no alert indicating bad fuel.After step 321, the telematics device 216 may await the occurrence ofthe next interval to again measure the vehicle operation data, as donein step 306 (referring to FIG. 3A).

Meanwhile, if the comparison (step 320) reveals that the values are nowsufficiently different such that the change (e.g., delta) in vehicleoperation data is possibly indicative of bad fuel being present in thevehicle 210, then the telematics device 216 further considers the deltain the pre- and post-refueling readings from the odometer 222 and clock226. As explained earlier, a refueling event profile record stores thecurrent odometer reading at the time of refueling, as well as the timeof refueling.

Therefore, in step 322, the telematics device 216 compares the delta inthe odometer reading and/or lapse of time. Based on these values, thedelta detected in the vehicle operation data in step 320 may be assignedvarying levels of confidence to the telematics device's 216 predictionthat bad fuel is present in the vehicle 210. If the delta in distance isbelow a predetermined minimum threshold value (e.g., one mile, twomiles, or other distance), then the telematics device 216 may determinethat insufficient miles have been driven with the new fuel to accuratelydetermine whether the new fuel has entered and been used by thevehicle's 210 engine. Meanwhile, if the distance is above apredetermined maximum threshold value, then the telematics device 216may determine that too many miles have lapsed with the refueled fuelsuch that it's unlikely that the cause of any anomalies in the vehicleoperation data readings is being caused by bad fuel. In other words, agraphical representation of the confidence level of the prediction ofbad fuel (along Y-axis of the graph) to the miles driven (along X-axisof the graph) would be a modified bell curve as depicted in FIG. 4. Inanother example, the relationship between the amount of fuel consumedplotted against the amount of fuel just added may be considered indetermining the confidence level of the prediction of bad fuel.

While the curve in FIG. 4 considers the number of miles driven since arefueling event, the telematics device 216 may in some examples furtherconsider the amount of time that has lapsed since the refueling eventwhen determining the confidence in its prediction of bad fuel. Thisconsideration of elapsed time since refueling exemplifies the “garage”example. If the “garage” example, the large passage of time (i.e., twodays) since the refueling event lowers the confidence in the bad fuelprediction because it creates numerous possibilities for an interveningevent or act since the refueling event to be the cause of vehicleanomalies. For example, someone could have tampered with the fuel tank'scontents while the vehicle 210 was parked for the two days. As such,with all things being equal, when the time value is large, thetelematics device's 216 confidence level in its prediction of bad fuelis lowered.

Furthermore, in some examples, the telematics device 216 may be furtherenhanced to consider other values in the refueling event profile record.For example, the telematics device 216 may adjust its confidence levelbased on whether the refuel event profile indicates that a nearly emptyfuel tank was being filled, or whether the refuel event resulted in a¾-full tank being filled full. In the scenario of the empty fuel tankbeing filled, the telematics device 216 may adjust higher its confidencelevel in the bad fuel prediction because the fuel being added is nearlyall new fuel from the refueling source at the time of the refuelingevent. In yet another example, the extent to which the delta in thevehicle operation data negatively adjusts with each subsequentmeasurement cycle may also be indicative of the confidence level thatbad fuel is the cause of the vehicle anomalies. In addition, some types(e.g., characteristics) of vehicle operation data may be assigned moreweight than other types in their ability to predict bad fuel. Otherexamples of factors that are considered and data from the refuelingevent profile record that may be used to adjust the confidence level ofa bad fuel prediction will be apparent to a person of skill in the artafter review of the entirety disclosed herein.

Referring to FIG. 3C, after the telematics device 216 determines that astatistically significant delta exists in the appropriate vehicleoperation data (in step 322), the processor 103 of the telematics device216 assigns a confidence level/score to the detection of a possible badfuel event. In some examples, the confidence level may be a numericvalue (e.g., a value between 0 and 100, or other ranges) or from anenumerated list (e.g., low, medium, high, or other values), or otherdesignation that shows varying degrees. Based on confidence level, thetelematics device 216 performs one of the possible corresponding steps323, 324, or 325.

For example, if the delta in the vehicle operation data values isindicative of bad fuel, then the fuel analysis system 200 may triggerthe appropriate action. Some illustrative examples of the system'sappropriate outcome include, but are not limited to: (1) marking thevehicle's 210 refueling event profile already recorded in computermemory with a flag indicating bad fuel; (2) marking the vehicle's 210refueling event profile already recorded in computer memory with a flagindicating a medium confidence of bad fuel; (3) marking the vehicle's210 refueling event profile already recorded in computer memory with aflag indicating a low confidence of bad fuel; and/or (4) for thevehicle's 210 refueling event profile already recorded in computermemory, clearing (e.g., setting to “0”) any flag indicating bad fuel. Inan illustrative example where the fuel analysis system 200 marks thevehicle's 210 refueling event profile with a flag indicating bad fuel,the outcome is that the telematics device 216 generates an alert toinform the user (e.g., driver, owner, insurance policy holder, or otherperson with an interest in the good operation of the vehicle) that thevehicle 210 contains bad fuel.

In step 323, any delta values and other factors (e.g., distance traveledsince the refueling event, time elapsed since refueling event, and/orother factors) may be analyzed to assign a “low” confidence score to thebad fuel prediction. Meanwhile, in step 324, the delta values and otherfactors are analyzed to determine that the bad fuel prediction has onlya “medium” confidence score. Finally, in step 325, the delta values andother factors are analyzed to determine that the bad fuel prediction hasa “high” confidence score. A skilled person after review of the entiretydisclosed herein will appreciate that the confidence level outcomes neednot be limited to just three, but may be more or less than three asdesired.

As a result of the high confidence level in step 325, the telematicsdevice 216 in step 326 may generate an alert to the user (e.g., driver,owner, policyholder, etc.) of the vehicle 210 to indicate that bad fuelhas been detected. In one example, the generated alert may be in theform of a visually perceptible display on the dashboard of the vehicle210. In other examples the generated alert may be output in an audiblemanner, visual manner, and/or combination thereof. Other illustrativealerts are described herein and are contemplated.

In instances where the prediction of a telematics device 216 results ina “medium” confidence level in step 324, then the telematics device 216might not generate an alert to the user. Rather, the telematics device216 may continue to monitor the vehicle operation data of the vehicle210 to further refine its prediction. For example, the delta in therelevant vehicle operation data may widen/increase with subsequentmeasurements, thus strongly suggesting that bad fuel in the vehicle 210is the culprit. In such examples, when step 320 is subsequentlyre-performed, the telematics device 210 may later take the path of step325 to a high confidence level.

Finally, in some examples the prediction of the telematics device 216may result in a “low” confidence level in step 323. Then the telematicsdevice 216 might not generate an alert to the user even though step 322determined that bad fuel might be present in the vehicle 210. The lowconfidence level in the measurement by the enhanced bad fuel sensorsystem 200 may cause the telematics device 216 to continue to monitorthe vehicle operation data of the vehicle 210 to further refine itsprediction. For example, the delta in the relevant vehicle operationdata may widen/increase with subsequent measurements, thus morepersuasively suggesting that bad fuel in the vehicle 210 is the culprit.In such examples, when step 320 is subsequently re-performed, thetelematics device 210 may later take the path of step 324 to a mediumconfidence level and then eventually a high confidence level.

In an optional vehicle 210 where a native bad fuel sensor may bepresent, the output from steps 323, 324, 325 may be used to confirm theaccuracy or inoperability of the bad fuel sensor. If the enhanced badfuel sensor system 200 does not detect bad fuel in step 320, but thenative bad fuel sensor does detect bad fuel, this may be an indicationthat the native bad fuel sensor is malfunctioning. An appropriate alertor message may be displayed to the user, such as through the triggeringof a diagnostic troubleshooting code (DTC) through the on-boarddiagnostics (e.g., OBDII) interface of the vehicle 210 (or throughanother troubleshooting interface).

While the “garage” example in FIG. 3C illustrates the technologicalimprovements disclosed with respect to more accurately detecting badfuel through the synergy achieved by coupling the readings from multiplesensors and components, such as odometer, clock/timer, vehicle sensors,and others, the “garage example” also illustrates that rather thansimply considering absolute sensor readings, the enhance bad fuel sensorsystem 200 may compare the change in sensor readings from before andafter an event (e.g., a refueling event) to more accurately detect badfuel after a refueling. These features also provide a significanttechnological improvement in the art. However, the disclosurecontemplates further improving the accuracy of bad fuel detection byimplementing crowdsourcing functionality, as described below.

By way of overview, in yet another example (i.e., “crowdsourcing”example), an enhanced bad fuel sensor system 200 may query a fuelanalysis server 220 to enhance the accuracy of a determination that abad fuel measurement is not generating a false positive. In the exampleof FIG. 3B, the accuracy of the input factors (e.g., a delta in thevalues of those vehicle operation data variables that are indicative ofbad fuel, a delta in vehicle odometer 222 readings, a delta in clock 226readings, etc.) described above with respect to FIG. 3A may be enhancedwith an additional input factor: information from crowdsourcingfunctionality. The disclosure contemplates other examples of uses of thesystem 200 disclosed herein and should not be construed to be limited tojust the examples expressly described herein.

In FIG. 3B, the enhanced bad sensor system 200 may incorporate wirelesscommunication with a remote server, e.g., fuel analysis server 220, toprovide for crowdsourcing functionality. Fundamental to thecrowdsourcing functionality is the contribution/aggregation of multiplevehicles 210 a-n to the vehicle operation database 227. As explainedherein, in step 314, the information transmitted from vehicles 210 a-nto a remote server computer machine 225 may be recorded in a vehicleoperation database 227 and used for analysis by a fuel analysis module221.

The fuel analysis module 221 may execute on the same physical servercomputer as the vehicle operation database 227, or these components ofthe fuel analysis system 200 may communicate over a network. Inaddition, a refueling event profile record may be generated at eachvehicle 210 and transmitted to the fuel analysis module 221 foranalysis. Because the responsiveness of the crowdsourcing functionalityin the fuel analysis system 200 is important, the refueling eventprofile records may be stored in a plurality of database tables toimprove the performance of the system 200. In one example, the refuelingevent profile record are stored at a fuel analysis server 220 comprisingthe fuel analysis module 221. The plurality of tables may be organizedsuch that a first table stores all refueling event profile records witha similar location measurement, and a second table stores all refuelingevent profile records that correspond to a different locationmeasurement. In other words, if a first vehicle 210 a refuels at a gasstation located at the physical street address, 10 South Wacker Drive,then the corresponding refueling event profile record generated at thetime of the refueling event is stored in the first table. Nevertheless,if a second vehicle 210 b refuels at the same gas station as the firstvehicle, the location measurement determined by the sensors of thesecond vehicle 210 b might not be identical to those of the firstvehicle 210 a because a gas station occupies a multitude of GPScoordinates. As such, the fuel analysis module 221 may accommodate forthe discrepancy in exact location measurements by grouping all similarlocation measurements into the same table. In some examples, the fuelanalysis module 221 may be provided with a set of coordinates that mapout the perimeter of a particular refueling location. In other examples,the fuel analysis module 221 may identify whichever predefined refuelinglocation is in the closest proximity to the location measurement of thevehicle 210.

As a result, the plurality of refueling event profile records arestored/organized in a plurality of database tables 500 such that, in oneillustrative example of FIG. 5, the fuel analysis module 221 executes,with a single search query, the step of updating the confidence scoreprovided by the telematics device 216 (in step 322) into a moreaccurate, updated confidence score. The single search query is possiblebecause the fuel analysis module 221 optimizes the storage of the datasuch that the data that would most improve the probability of predictingbad fuel from the fuel provider site is collected into a singlesearchable table. An example of a single search query in accordance withthe preceding example is a search parameter including the locationfield/column of the table. The results returned from the search querymay be limited to just those refueling event profile records with a timefield/column that is within, for example, one day before and/after thedate/time provided by the vehicle 210 the subject of the search. Inother example, a larger or smaller time window may be used to limit theamount of data returned by the search query.

Continuing with the preceding example illustrated in FIG. 5, the datareturned from the search query is analyzed by the fuel analysis module221 to further improve the accuracy of the physical sensor measurementscaptured at the user vehicle 210. While prior art vehicle systemsalready included the sensors used in the system 200 described herein,the prior art systems failed to couple the readings from multiplesensors and consider their aggregation (e.g., crowdsourcing feature) tomore accurately identify bad fuel in a vehicle's 210 fuel tank. Theaspects of the fuel analysis module 221 illustrated in FIG. 5, showthat, in one example, data about the operation of other vehicles 210 a-nthat also refueled from the same location at relatively similar timeshelps to improve the logical sensor system's ability to predict andidentify bad fuel. In another example, a group score may be calculatedand used to provide a shared confidence score for the group of vehiclesand/or users. The group may be segmented based on those vehicles 210 a-nthat also refueled from the same location at relatively similar times.As such, the calculated group score may correspond to the quality offuel provided by the refueling station located at that location.Alternatively, the group score may be used for other purposes orobjectives.

The timing of the refuel event provides valuable insight into whetherthe particular batch of fuel being provided to vehicles containedcontaminants or otherwise caused vehicles to malfunction. Absent thesystem 200 being provided with information about when a particularfueling station (or for that matter, at a more granular level, whatparticular pump at a fueling station) has been replenished with a newbatch of fuel from an oil-transport tanker, the fuel analysis module 221may assess the probability that the same batch of fuel is being providedto vehicles based on the time of refueling. In one example, if the twoimmediately preceding records in the database table are within one dayof the current vehicle's refueling event, and both of those twoimmediately preceding records indicate a high confidence of bad fuel,then the current vehicle's confidence score may be elevated from itscurrent score to the next highest confidence score. In other words, ifthe vehicle 210 detected, in step 320, a difference in pre- andpost-refueling vehicle operation data, then whatever confidence scorethe telematics device 216 calculated, in step 322, is increased due tothis crowdsourcing feature. Similarly, if both immediately precedingrecords indicate no bad fuel, but the vehicle 210 still detects, in step320, a difference in pre- and post-refueling vehicle operation data,then the confidence score calculated, in step 322, is decreased due tothe crowdsourcing feature.

Continuing with the preceding illustration, assume that in this examplethe vehicle 210 was poorly maintained by its owner. Because of this,numerous of the vehicle operation data measured by its vehicle sensors212 were already outside an ideal range of operation before the time ofits refueling event. With prior art vehicle sensors that measure vehicleoperation data in isolation, the measurements would be insufficient toaccurately identify bad fuel, or worse, they might identify a falsepositive. With the novel and non-obvious technical system 200 disclosedherein, the pre- and post-refueling values of the vehicle operation dataare compared, in step 320, to determine if the vehicle operates evenworse after the refueling event. Even if readings show that the vehicleoperates worse after refueling, in step 322, the confidence scoreassigned to the bad fuel determination is low. This is because, in someexamples, in step 322, an additional factor considered in determiningthe confidence score to assign the probability of actual bad fuel in thevehicle is the overall condition of the vehicle 210 before refueling. Avehicle that has numerous operational defects prior to refueling is aless confident representative (e.g., leading indicator) to predict badfuel. Rather, in this example, a low confidence score (e.g., only 20 outof 100 points) may be assigned to the confidence score field of therefueling event profile record of the vehicle 210.

In spite of the low confidence score, the fuel analysis system 200described herein is a further enhancement over the measurement ofisolated sensors in a vehicle because the system 200 provides, in someexamples, a crowdsourcing feature. Continuing with the precedingexample, assume the poorly maintained vehicle 210 received bad fuel whenit refueled at time t1=100. Although a telematics device 216 of thevehicle 210 performs the steps of FIG. 3C and follows the “lowconfidence” path towards step 323, the fuel analysis module 221 mayfurther enhance the telematics device's 216 determination. Specifically,the fuel analysis module 221 may consider the database table 500 in FIG.5. In searching the table 500, assume the fuel analysis module 221 findsthat a dozen other vehicles 210 a-n with records in that same table(i.e., that share similar location measurements because they wererefueled at the same gas station) have detected bad fuel with a highconfidence score. Also assume the timestamp on the refueling eventprofile record of those vehicles is within a window of time 30 minutesbefore and/or after that of the subject vehicle 210 having refueled.This statistically significant detection of numerous occurrences of badfuel in close time proximity to the subject vehicle 210 elevates theconfidence score of the subject vehicle 210. In this example, assume thesubject vehicle 210 is, like the vehicle in the “garage” example of FIG.3C, parked in a garage immediately after having refueled. In such acase, the telematics device 216 may pre-emptively receive an alert fromthe fuel analysis server 220 stating that the user of the vehicle 210should take precautions against the bad fuel in the vehicle's gas tank.In stark contrast to prior art vehicles with sensors, in the exampledisclosed herein, the vehicle 210 need not incur irreparable damage andanomalous vehicle operation data before affirmatively identifying badfuel in the vehicle. In addition to being a technological innovation inthe art, the system 200 disclosed herein potentially saves drivers,vehicle owners, insurance companies, and other parties a significantexpense in both time and money.

The previous example highlighted that the fuel analysis module 221 mayprovide, in some examples, two different bad fuel detection steps: (1)updating the confidence score determined by the telematics device 216using aggregated data from other vehicles 210 a-n, and (2) pre-emptivelygenerating alerts to telematics devices (or their users) to notify themof bad fuel present in their vehicles. Each of these bad fuel detectionsteps performed by the fuel analysis module 221 are described inrelation to the “warning” example in FIG. 3D below.

By way of overview, in another example (i.e., “warning” example), a fuelanalysis server 220 may generate a notification (e.g., an alert) topre-emptively alert vehicles 210 a-n that they may have been refueledwith bad fuel, and others, such as fuel providers, insurance policyproviders, roadside assistance service providers, and others. Thedisclosure contemplates other examples of uses of the fuel analysissystem 200 disclosed herein and should not be construed to be limited tojust the examples expressly described herein.

Referring to FIG. 3D, assuming the decision in step 310 leads down thepath to step 312 in which the confidence score determined at thetelematics device 216 is adjusted based on crowdsourcing information,then the fuel analysis module 221 may further check if any pre-emptivegeneration of alerts is desired. For example, in adding yet another datapoint to its table 500 of vehicle refueling event profile informationassociated with a particular fueling station, the fuel analysis module221 may, in step 330, check if a statistically significant trend hasemerged in the data set. For example, as described in one example above,if a dozen vehicles 210 a-n from a single table 500 all had refuelingevents within a close time proximity of one another, and also havedetected bad fuel with a high confidence score, then this statisticallysignificant detection may trigger the system 200 to pre-emptivelygenerate alerts to other vehicle's telematics devices (or their users)to notify them of the high likelihood of bad fuel present in theirvehicles. The list of these vehicle telematics devices may be generatedin step 332. The list may be based on the time of the refuel event foreach of vehicle. For example, assume a first, second, and third vehiclethat refueled (in that order) from a specific gas station haveidentified bad fuel with a high confidence; and likewise, a sixth,seventh, and eighth vehicle that refueled (in that order) at the samespecific gas station also have identified bad fuel with a highconfidence. Then, there is a high probability that the fourth and fifthvehicles, which refueled at the same gas station in-between the otheraffected vehicles, also contain bad fuel. In such an example, the fuelanalysis module 221 may cause the fuel analysis server 220 to transmit anotification (see step 334) to the telematics device 261 of the affectedvehicle 210 that causes the telematics device 261 to output the alertthrough its user interface. The alert may take the form of aninformative message, a warning message, a danger message, or otheroutput, either visual, audible, or otherwise sensory.

The fuel analysis server 220 may also communicate with others, such asfuel providers, insurance policy providers, roadside assistance serviceproviders, and others. In some examples, the fuel analysis server 220may communicate with the vehicle's insurance company to pre-emptivelybegin insurance claim processing. This almost pre-first notice of loss(pre-FNOL) approach to processing the insurance claim may save the user(e.g., insurance policyholder) significant time when submitting a newclaim for vehicle damage caused by bad fuel. In such examples, theinsurance company's server machine (e.g., server 233) may have receivedthe requisite evidence (e.g., vehicle operation data, refueling eventprofile records) from the fuel analysis server 220 before the policyholder even contacts the insurance company to report a FNOL.

In addition, the fuel analysis server 220 may generate an alert to thefuel provider and/or fuel operator to notify them of the bad fuel. At aminimum, the fuel operator may halt the further sale of the bad gas andtest the bad gas for contaminants. While prior art systems existed totest the contaminants in fuel, no existing system made it possible toaggregate the collective sensor system measurements of a plurality ofvehicle sensors across multiple vehicles 210 a-n. With this newtechnological advancement in the system, the benefits of thecrowdsourcing feature described herein are recognized.

In yet another example, the fuel analysis server 220 may generate analert to a roadside assistance service provider to notify them of thebad fuel. The roadside assistance service providers may accordinglyprepare and dispatch tow trucks and supplies/equipment into the field inpreparation for likely service calls. The end result is a fasterresponse time for drivers stranded along the roadside in their vehiclesfilled with bad fuel.

Building upon the examples described herein, the disclosure contemplatesthe creation of a new factor/input for consideration in the underwritingand administration of vehicle insurance policies and insurance claims.For example, the repeated occurrence of bad fuel in a user's vehicle 210may indicate an elevated level of risk associated with the vehicle. As aresult, the vehicle 210 may be a higher risk to insure. In addition, theresults from the fuel analysis system 200 may be stored in an insurancepolicy database 238 in the fuel analysis server 220 such that theinformation may be retrieved by an external server 233 for purposes ofcalculating insurance premiums and policy parameters.

In addition, in user vehicles 210 equipped technology systems to trackdriving behavior (e.g., hard braking, cornering, speeding, etc.), thefuel analysis system 200 may interact with the driving behavior trackingsystem to disregard that telematics data collected while bad fuel was inthe vehicle 210. In particular, the interaction between the systemsresults in any driving score calculated for the vehicle 210 and/or userof the vehicle 210 to be adjusted to accommodate for the bad fuel suchthat the user/vehicle is not unfairly penalized for anomalies in drivingbehavior due to the bad fuel.

In addition, the data collected by the fuel analysis system 200 may bepackaged into a verified report and automatically submitted with aninsurance claim. For example, where the bad fuel results in damage tothe vehicle and/or other property/life, the packaged report may serve asevidence in a trial to determine the proximate cause of any damage.Given that the collected data may be entered for use in a trial, thefuel analysis system 200 may also include mechanisms by which theauthenticity of the data is verified.

In addition, some aspects of the disclosure relate to a crowdsourcingfeature that may act on its own to assist in claims processing. Forexample, the total loss value of a vehicle 210 may be adjusted evenbefore a policyholder has submitted a claim because the crowdsourcingfeature may identify the location of the vehicle and determine thatnumerous other vehicles at a similar location at a similar time alsohave filed for the same claim. The insurance company may aggregate thisinformation, and pre-emptively contact the policyholder with apre-populated claims submission form and claims check authorization.Moreover, in some examples, the total loss value of the vehicle 210 maybe adjusted based on the damage likely sustained to the vehicle duringthe loss event. The loss event might be a hurricane, tornado, flood,other nature-made event, or man-made event (e.g., bombing, explosion,etc.). For example, a barometer sensor in a vehicle 210 may sense abarometric pressure change as a result of a hurricane or tornado event.Other vehicles in the same area at the same time as the vehicle 210 mayor may not have barometer sensors, nevertheless, through thecrowdsourcing feature of the system 200, the cause of their anomalousvehicle operation is tracked back to the appropriate event. In summary,any event that likely may have been shared with a plurality of vehicles210 a-n that were located in a similar place at a similar time may bedetected, analyzed, and acted upon by the crowdsourcing feature of thecontemplated system 200 described herein.

A person of skill in the art, after reading the entirety disclosedherein, will recognize that various aspects described herein may beembodied as a method, a computer system, or a computer program product.Accordingly, those aspects may take the form of an entirely hardwareembodiment, an entirely software embodiment or an embodiment combiningsoftware and hardware aspects. Furthermore, such aspects may take theform of a computer program product stored by one or morecomputer-readable storage media having computer-readable program code,or instructions, embodied in or on the storage media. Any suitablecomputer readable storage media may be utilized, including hard disks,CD-ROMs, optical storage devices, magnetic storage devices, and/or anycombination thereof. In addition, various signals representing data orevents as described herein may be transferred between a source and adestination in the form of electromagnetic waves traveling throughsignal-conducting media such as metal wires, optical fibers, and/orwireless transmission media (e.g., air and/or space). While the aspectsdescribed herein have been discussed with respect to specific examplesincluding various modes of carrying out aspects of the disclosure, thoseskilled in the art will appreciate that there are numerous variationsand permutations of the above described systems and techniques that fallwithin the spirit and scope of the invention. In addition, while theelements 225, 220 are shown in FIG. 2A are depicted as separate blocks,any or all of these elements may be physically and/or logically combinedtogether and/or further physically and/or logically subdivided asdesired.

1. A system comprising: a telematics device configured to be coupled toa user vehicle, the telematics device comprising: an electronicinterface to sensors of the user vehicle, wherein the sensors areconfigured to repeatedly measure a plurality of vehicle operation dataindicative of bad fuel, wherein the sensors comprise an odometer and afuel level gauge, and wherein the repeatedly measuring occurs at leastat a pre-refueling time that is before a refueling event and at apost-refueling time that is after the refueling event; a wirelesscommunication circuitry; a user interface configured to communicate analert to a user of the user vehicle; a processor configured to calculatea probability of having received bad fuel at the refueling event; and acomputer memory; and a server machine in wireless, remote communicationwith the wireless communication circuitry of the telematics device, theserver machine comprising: a fuel analysis module, which iscommunicatively coupled to a database storing the plurality of vehicleoperation data measured by the sensors, configured to update theprobability of bad fuel calculated by the processor of the telematicsdevice.
 2. The system of claim 1, wherein the telematics device detectsthe refueling event upon receiving a substantial increase in ameasurement of the fuel level gauge of the user vehicle; wherein thetelematics device receives, through the electronic interface of thetelematics device, the vehicle operation data measured by the sensors ofthe user vehicle at the pre-refueling time and at the post-refuelingtime; wherein the computer memory of the telematics device comprises anon-volatile memory configured to store a refueling event profile recordafter detecting the refueling event, wherein the refueling event profilerecord comprises: a last set of the plurality of vehicle operation datarepeatedly measured by the sensors of the user vehicle before therefueling event; the measurement of the fuel level gauge upon completionof the refueling event; a distance measurement, by the odometer, at therefueling event; a time measurement, by a clock, at the refueling event;and a location measurement, by a global positioning satellite (GPS)unit, at the time of the refueling event; wherein the processor of thetelematics device is configured to: compare the last set of the vehicleoperation data of the refueling event profile record with vehicleoperation data at the post-refueling time; determine that the two setsof vehicle operation data are different such that the probability ofhaving received bad fuel at the refueling event is greater than zero;calculate a first confidence score for the probability of bad fuel basedon a delta in the distance measurements and a delta in the timemeasurements during the comparing step; and send, through the wirelesscommunication circuitry, the first confidence score to the servermachine; wherein the fuel analysis module of the server machine isconfigured to: receive the first confidence score; update the firstconfidence score into a second confidence score based on thoseconfidence scores provided by other vehicles associated with refuelingevent profile records that store a similar location measurement andsimilar time measurement as the refueling event profile record of theuser vehicle; and send the second confidence score to the telematicsdevice; and wherein, upon receipt of the second confidence score at thetelematics device, the user interface of the telematics device isconfigured to communicate the alert to the user of the user vehicle,wherein the alert indicates that the user vehicle was filled with badfuel at the refueling event.
 3. The system of claim 2, wherein thecalculating the first confidence score for the probability of bad fuelincludes: decreasing the first confidence score when the last set ofvehicle operation data stored in the refueling event profile recordindicate negative values; increasing the first confidence score when thedelta in the time measurement is below a threshold time value;decreasing the first confidence score when the delta in time measurementis above a maximum value and the delta in the distance measurement isbelow the minimum threshold distance value; increasing the firstconfidence score when the delta in the distance measurement is above aminimum threshold distance value; increasing the first confidence scorewhen the last set of vehicle operation data stored in the refuelingevent profile record indicates that the fuel level gauge was below athreshold fuel level value and the measurement of the fuel level gaugeupon completion of the refueling event indicates at least a twenty fivepercent increase in fuel level gauge; and increasing the firstconfidence score when a delta in particular vehicle operation dataindicative of bad fuel negatively increase with repeated measurements bythe sensors.
 4. The system of claim 2, wherein the second confidencescore is higher than the first confidence score when a second vehicle,which refueled at the similar location and at the similar time as theuser vehicle, calculated with a high confidence score that the secondvehicle received bad fuel at its refueling event.
 5. The system of claim2, wherein the user vehicle is an electric vehicle comprising an engineat least partially powered by an electric battery, wherein the fuellevel gauge is configured to measure electric charge remaining in theelectric battery, and wherein the substantial increase in the fuel levelgauge amounts to more than a predetermined threshold increase in theelectric battery's charge.
 6. The system of claim 1, wherein theelectronic interface to the sensors of the user vehicle is an on-boarddiagnostics (OBD) port.
 7. The system of claim 1, wherein the uservehicle comprises a GPS unit.
 8. The system of claim 7, wherein thetelematics device comprises the GPS unit, and the plurality of vehicleoperation data indicative of bad fuel comprises at least one ofmeasurements from: an engine revolutions per minute (RPM) sensor, a rateof fuel consumption sensor, an oxygen sensor, and an engine stallingsensor, and wherein the electronic interface is coupled to the wirelesscommunication circuitry to receive the vehicle operation data measuredby the sensors.
 9. The system of claim 1, further comprising: a roadsideserver provider vehicle equipped with electronic circuitry to receive analert from the server machine identifying the user vehicle as a victimof bad fuel, wherein the alert comprises information about the vehicleoperation data of the user vehicle.
 10. The system of claim 9, furthercomprising: an insurance server, in remote communication with the servermachine, configured to receive the alert indicating bad fuel in the uservehicle, wherein the insurance server pre-emptively initiates firstnotice of loss (FNOL) insurance claim processing for a possible claimsubmitted for the user vehicle with bad fuel.
 11. A system comprising: atelematics device configured to be coupled to a user vehicle, thetelematics device comprising an electronic interface to sensors of theuser vehicle, a wireless communication circuitry, a processor configuredto calculate a probability of having received bad fuel at a refuelingevent, and a computer memory; and a server machine in wireless, remotecommunication with the wireless communication circuitry of thetelematics device, the server machine comprising: a vehicle operationdatabase configured to store a plurality of vehicle operation dataindicative of bad fuel measured by the sensors, and a fuel analysismodule, which is communicatively coupled to the vehicle operationdatabase, configured to update the probability of bad fuel calculated bythe processor of the telematics device; wherein the processor of thetelematics device is programmed to perform steps comprising: detecting arefueling event upon receiving a substantial increase in a measurementof a fuel level gauge sensor of the user vehicle; receiving, through theelectronic interface of the telematics device, the vehicle operationdata measured by the sensors of the user vehicle at a pre-refueling timethat is before the refueling event and at a post-refueling time that isafter the refueling event; after detecting the refueling event, storing,in the computer memory of the telematics device, a refueling eventprofile record; comparing a last set of the vehicle operation data ofthe refueling event profile record with vehicle operation data measuredat the post-refueling time; determining that the two sets of vehicleoperation data are different such that the probability of havingreceived bad fuel at the refueling event is greater than zero;calculating a first confidence score for the probability of bad fuelbased on a delta in distance measurements and a delta in timemeasurements during the comparing step; and sending, through thewireless communication circuitry, the probability of bad fuel and thefirst confidence score to the server machine.
 12. The system of claim11, wherein the refueling event profile record comprises: a last set ofthe vehicle operation data measured by the sensors before the refuelingevent; a measurement of the fuel level gauge sensor upon completion ofthe refueling event; a distance measurement, by an odometer sensor ofthe user vehicle, at the refueling event; a time measurement, by a clockof the user vehicle, at the refueling event; and a location measurement,by a global positioning satellite (GPS) unit, at the time of therefueling event.
 13. The system of claim 11, wherein the fuel analysismodule is programmed to perform steps comprising: receiving theprobability of bad fuel and the first confidence score; updating thefirst confidence score based on those confidence scores provided byother vehicles associated with refueling event profile records thatstore a similar location measurement and similar time measurement as therefueling event profile record of the user vehicle; and sending theupdated first confidence score.
 14. The system of claim 11, wherein thecalculating the first confidence score for the probability of bad fuelincludes at least one of: increasing the first confidence score when thedelta in the time measurement is below a threshold time value;decreasing the first confidence score when the delta in time measurementis above a maximum value and the delta in the distance measurement isbelow the minimum threshold distance value; and increasing the firstconfidence score when the delta in the distance measurement is above aminimum threshold distance value.
 15. The system of claim 12, whereinthe plurality of vehicle operation data indicative of bad fuel comprisesat least one of measurements from: an engine revolutions per minute(RPM) sensor, a rate of fuel consumption sensor, an oxygen sensor, andan engine stalling sensor, and wherein the telematics device comprisesthe GPS unit.
 16. A vehicle telematics device comprising: a processor; acomputer memory; an electronic interface; a user interface; and awireless communication circuitry, wherein the electronic interface iscoupled to a user vehicle and is configured to receive vehicle operationdata measured by sensors of the user vehicle at a pre-refueling timethat is before a refueling event and at a post-refueling time that isafter the refueling event; wherein the processor is configured to:detect a refueling event upon receiving a substantial increase in ameasurement of a fuel level gauge sensor of the user vehicle; afterdetecting the refueling event, store, in the computer memory, arefueling event profile record comprising: a last set of the vehicleoperation data measured by the sensors before the refueling event; ameasurement of the fuel level gauge sensor upon completion of therefueling event; a distance measurement, by an odometer sensor of theuser vehicle, at the refueling event; a time measurement, by a clock ofthe user vehicle, at the refueling event; and a location measurement, bya global positioning satellite (GPS) unit, at the time of the refuelingevent; compare the last set of the vehicle operation data of therefueling event profile record with vehicle operation data measured atthe post-refueling time; determine that the two sets of vehicleoperation data are different such that a probability of having receivedbad fuel at the refueling event is greater than zero; calculate aconfidence score for the probability of bad fuel based on a delta in thedistance measurements and a delta in the time measurements during thecomparing step; send, through the wireless communication circuitry, theconfidence score to a server machine remotely located to the uservehicle; and upon receipt of an updated confidence score from the servermachine, causing the user interface to communicate an alert to a user ofthe user vehicle, wherein the alert indicates that the user vehicle wasfilled with bad fuel at the refueling event.
 17. The device of claim 16,wherein the calculating the confidence score for the probability of badfuel includes at least one of: decreasing the confidence score when thelast set of vehicle operation data stored in the refueling event profilerecord indicate negative values; increasing the confidence score whenthe delta in the time measurement is below a threshold time value;decreasing the confidence score when the delta in time measurement isabove a maximum value and the delta in the distance measurement is belowthe minimum threshold distance value; increasing the confidence scorewhen the delta in the distance measurement is above a minimum thresholddistance value; increasing the confidence score when the last set ofvehicle operation data stored in the refueling event profile recordindicates that the fuel level gauge sensor was below a threshold fuellevel value and the measurement of the fuel level gauge sensor uponcompletion of the refueling event indicates at least above a minimumthreshold increase in fuel level gauge sensor; and increasing theconfidence score when a delta in particular vehicle operation dataindicative of bad fuel negatively increase with repeated measurements bythe sensors.
 18. The device of claim 17, wherein the server machinecomprises a fuel analysis module that is programmed to perform stepscomprising: receiving the confidence score; updating the confidencescore based on those confidence scores provided by other vehiclesassociated with refueling event profile records that store a similarlocation measurement and similar time measurement as the refueling eventprofile record of the user vehicle; and sending the updated confidencescore to the telematics device.
 19. The device of claim 17, wherein theelectronic interface designed to couple to a user vehicle is an on-boarddiagnostics (OBD) port; and wherein the user vehicle comprises the GPSunit; and wherein the vehicle operation data indicative of bad fuelcomprises at least one of measurements from: an engine revolutions perminute (RPM) sensor, a rate of fuel consumption sensor, an oxygensensor, and an engine stalling sensor.
 20. The device of claim 17,wherein the user vehicle is an electric vehicle comprising an engine atleast partially powered by an electric battery, wherein the fuel levelgauge sensor is configured to measure electric charge remaining in theelectric battery, and wherein the substantial increase in the fuel levelgauge sensor amounts to more than a predetermined threshold increase inthe electric battery's charge.